gasse



(No Model.) 3 Sheets-Sheet 1.

F. OASSE.

RAILWAY WEIGHING SCALES. No. 259,093. yPaented June 6, 1882.

N PETERS PholmLnhogmphor. Washmgmn. u. r:v

(No Model.) 3 Sheets-Sheet 2. P. GASSE.

RAILWAY WEIGHING SGALES.

Patented June 6, 1882.

WITNESSES (No Model.) 3 Sheets-Sheet 3 P. OASSE.

RAILWAY WBIGHING' SCALES.

Patented June 6, 1882.

WITNESSES IA'V'ENTOR/ mm I UNITED STATES PATENT OFFICE.

FREDERIK GASSE, on HAARLEV, DENMARK.

RAILWAY WElGHlNG-SCALES.

SPECIFIQATION forming part of Letters Patent No. 259,093, dated June 6, 1882.

Application filed February 1, 188%.

To all whom it may concern:

Be it known that I, FREDERIK UASSE, a subject of the King of Denmark, residing at Haarlev, in the Kingdom of Denmark, have invented certain new and useful Improvements in Wei ghin g-Machines andIdo hereby declare the following to be a full, clear, and exact de scription of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings,and to the letters or figures of reference marked thereon, which form a part of this specification.

My invention relates more particularly to that class of weighing-machines known as railway-track scales, which are adapted for the weighing of railway-cars upon the track, or for ascertaining the wheel-pressure of a locomotive; and the novelty consists in the detailed construction and combination of parts, as hereinaftermore fully described and claimed.

In the three sheets of drawings hereto annexed, Figure 1 is a plan of my improved railway traok scale, the covering-platform having been removed. Fig. 1" is a top view of the weighing apparatus, which is placed to one side of and a suitable distance from the track and weighing-platform, the parts marked '0 o and k k in Figs. 1 and 1 being respectively connected to form one continuous part. Fig. 2 is a vertical cross-section through line F G, Fig.1. Fig. 2 is a side elevation of the weighing apparatus, the broken parts represented by the letters 1; o and k in Figs. 2 and 2 being respectively connected to form one continuous part. Fig. 3 is a vertical sectional view through line D E, Fig. 2. Figs. 4 and 6 are views of details, made on an enlarged scale. Fig. 5 represents the weights used with the machine. Fig. 7 is a detail view, representing a modified construction of the machine. Fig. 8 is a longitudinal sectional view of the modified construction which is represented in cross section in Fig. 7; and Figs. 9, 10, and 11 represent modifications in the combination and arrangement of the scale-beams.

Similar letters of reference indicate correspondingparts in all the figures.

In Fig. 1 a portion of the track is shown at A A, while B and 13 represent two lever-and- (No model.)

scale-beam systems of substantially the same construction, which cross the track transversely a suitable distance apart, and are connected by a longitudinal shaft, (1, which runs between and parallel to the rails A A.

Each of the systems B and B comprises a pair of scale-beams, a and b, which are poised at their outer ends upon knife-edges e 0, (see Fig. 2,) mounted upon suitably-constructed chairs or bearings. the'outer ends of beams a and b to protect their fulcrums from snow, dirt, 8m.

Each of the beams a and b is provided with a fixed knife-edge, 2', and their inner ends are connected by a movable knife-edge link, f, and by a similar link, 9, with an arm, 0, which is rigidly secured upon and projects from the shaft d, which is rocked upon knife-edges in chairs or bearings it h, one at each end. It has a third arm, 0, which is provided with an adjustable weight, 2, for regulating or justifying the balance.

It will be seen that the knife-edges i t of beams a and b are in a line with the rails A A, which they break or intersect, but a little lower than the tread of the rails. They are flanked on one side by stationary plates 1', which form connecting-pieces between the knife-edges 0 and the broken-off rails, and are shaped, as shown in Figs. 2 and 6, to conform, in connection with the part g, which flanks the knifeedge i on the other side, to the shape of the rail in cross-section. Hence when part q is turned up (by themeanshereinafter described) against its contiguous side of its appropriate knife-edge itrains may pass over the track without touching or aii'eeting the knife-edges, the ridges of which, as we have seen, are sunk below the tread of the parts 1* and g, which form the bridge or connecting piece for connecting thebroken-ofi rail-sections between the systems 13 and B Each pair of the movable parts or bridgesections q q are connected by rods 8, so as to move in unison, and may be turned or rocked in their bearings by meansof asystem of coupling or connecting rods, 10 a2, and arms 1*, one of which is pivotedto a rod, 1;, which extends to the scale post or standard D. This arm 2; is also pivoted, as shown in Fig. 2, in the lower Caps 1) are placed over i end of a cross-piece, x, which is journaled in one of the fixed chairs h, and pivoted at its upper end in rod 00, (shown in dotted lines in Fig. 2,) which connects it with arm 1. of partq on the left side of the track. It follows that by pushing rod o in the direction of the arrow the rocking parts q q are tilted, through the medium of the cross-head 00, arm 2), arm as, and the fixed arms t of the rocking parts q, toward the middle part of the track, out of the way and to one side of the knife-edges i z of scalebeams (t and I), thus permitting the car-wheels to run upon said edges and depress their appropriate beams, thereby bringing the machine into operation.

A long arm, 70, is rigidly affixed upon the rock-shalt d, and extends to the standard D, through a slot or opening in the upper part of which it is inserted, the slot being cushioned in its top and bottom parts by rubber pads m and n.

E is an adjustable weight, which slides upon the outer end of arm 7:, for the purpose of preperlyjustifying the balance in conjunction with the movable weight 2, which is affixed upon arm a of the rock-shaft d to the greatest possible degree of nicety and accuracy.

F is an arm, which is pivoted at its inner end, f, in the standard D. By tilting this arm in an upward direction it will, with its shoulder F, which is bent to one side, as shown in Fig. 1, so as to project sidewise in under the outer end of beam 70, throw thelatter up against the upper cushion, m, in the standard and lock or hold it fixedly in place when the scale is not in use.

Rod o for operating the rocking bridge parts q q is actuated by a weighted lever, y, at its extreme outer end, which is pivoted in the lower part of standard D. In the position ofthis lever shown in thedrawings rod 1; operates to hold the parts q q up against the knife-edges i i; but by tilting lever y over to the other side of the standard rod o is pushed in the direction of the arrow and the step or bridge pieces q q are, as wehave seen, tilted out from the knifeedges 2' 2' toward the middle line of the track. The construction and relative arrangement of the parts t, q, and 1' will readily be understood by reference to Figs. 4 and 6 of the drawings.

Each of the co-operating systems B and B is covered and protected by a plank platform, a, which rests upon timbers 0 0. Instead of supporting the car-wheels during the operation of weighing directly upon the knife-edges t" 2 a floor or platform, H, (which, if desired, may be provided with rails,) may be mounted upon beams or girders I, the lower ends of which rest upon the knife-edges 2'. Where this construction is employed it is desirable to provide the connecting-rods s with eccentric disks g, so that by turning rods 8 in their bearings the eccentrics will operate to lift the platform H and its supports 1 off from contact .with the bridge-piece q on that side of the scale.

knife-edges when the machine is not in use. This modification is shown in Figs. 7 and S of the drawings, Fig. 7 being a cross section through line L K in Fig. 8.

The standard D has a fixed pointer, G, and arm a pointer, G, which, when registering with each other, indicate that equilibrium has been obtained. lis the hanger, upon which the slotted weights are placed.

Insteadofemployingalongbeam,k, as shown in Figs. 1 and 2, the arrangement may be modified, as represented in Figs. 9, 10, and 11, the relative arrangement and combination of the scale-beams a and I) being substantially the same, and Fig. 9 representing a vertical section through the plane indicated by the broken line y 3 in Fig. 10.

The distance between the systems B and B should correspond, as near as may be, with the distance between the car-trucks, so that while one of the trucks rests upon B the other will rest upon B If the car is either too long or too short for this, its weight must be determined by two weighings. To ascertain the wheel-pressure of a locomotive, it is run upon the scale so that the wheel the pressure of which is to be determined will rest upon one of the knife-edges '21, while the wheel on the opposite end of the axle is supported upon the The coupling between the two bridge-pieces Q 1 appropriate to the same system, but on opposite sides thereof, must of course be disconnected, as otherwise one could not be in position for supporting the wheel without afi'ecting the other-that is, causing the other to be held in the same position-which would render its appropriate knife-edge 1', upon which the wheel whose pressure is to be determined rests, in etfective and inoperative.

Having thus described my invention, I claim and desire to secure by Letters Patent ot the United States-- 1. The combination of the arms a a and b I), having their fulorums at c, and provided with knife-edges i i, rocking bridgepieces q q, having arms t, and connected by the coupling-rods u and 00, double-armed lever a), rod '12, and weighted lever I substantially as and for the purpose herein shown and set forth.

2. The combination of the arms a a and b 0, having their fulcrums at e, and provided with knife-edges t i, knife-edge links 1" and g, and rock-shaft d, having arms 0 c, and provided with the adjustable weight 2, substantially as and for the purpose herein shown and described.

In testimony whereof I have hereto attixed my signature in presence of two witnesses.

FREDERIK OASSE.

Witnesses R. P. BERGGREEN, VIZGo O. Enna'rrr. 

